Automatic Driving System Disengagement Upon Operator Failure

ABSTRACT

A control system requires an affirmative action from an operator to disengage. This precludes a situation where an automatic drive system disengagement sequence is completed while the operator is either incapacitated or unavailable. Requiring an affirmative action by the operator ensures a machine&#39;s continued and efficient operation.

TECHNICAL FIELD

This disclosure generally relates to locomotive control systems. Inparticular, this disclosure relates to a disengagement sequence of anautomatic driving system.

BACKGROUND

Rail transportation is commonly used to move people and cargo. Trains ofwheeled vehicles often provide a more efficient and timely means oftravel than other forms of transportation. Material can be moved solelyvia rail, or can use rail transportation as a segment within aninter-modal system. Trains generally travel on one or more rails, butcan also use other stabilization and directional devices, includingelectromagnetics.

Trains are powered by one or more locomotives or powered cars, and areusually controlled by an operator. The operator is generally present onboard the train, although other arrangements are possible. Propulsioncan be provided by a variety of on-board motors, including reciprocatingengines, turbines, electric motors, diesel-electric systems orelectromagnetic systems. The energy source can be carried on board thetrain in the form of fuel or battery power. Alternatively, the train candraw power from an external system, such as overhead power lines or anadditional electrified rail near ground level.

The operator may control the train by manipulating manual controls orissuing vocal or electronic signals in a cab or a remote location.Trains may have a manual control mode where the train can directlyrespond to operator inputs regarding commands for applied throttle orother systems. Such a manual control mode may receive operator commandsthrough a hand throttle, or other manual control. The operator may belocated within the locomotive, or remotely relative to the locomotive.

Alternatively, the train may be operated by an automatic drive system(ADS). An operator may elect to engage the ADS over operating the trainusing manual commands. The ADS may determine train settings for appliedthrottle or other systems, and it may select these settings usingpre-set algorithms that optimize train performance variables in light ofvarious factors or functional preferences.

The ADS may either select, or be instructed to select, one or moreperformance variables to optimize. For example, these performancevariables may include a particular train speed range, a level ofenergy-efficiency or a degree of minimizing intra-train forces. The ADSmay then compare these performance variables with other factors todetermine setting selections for applied throttle or other systems.These other variables may include train makeup, train weight, poweravailability, track conditions, weather conditions and cargo type.

When ADS is engaged, the above-mentioned variables and performanceparameters may be considered and optimized by the system. However,several events may trigger an initiation of an ADS disengagementsequence, including manual selection by an operator, a system fault or aloss of communication between an operator and a remote entity. Once thissequence is initiated, a first action may be required by an operatorwithin a given period of time to complete the disengagement. This actionmay include matching a hand throttle setting to one commanded by theADS, or any other action. If this first action is completed, the ADSdisengagement sequence may be completed. If, on the other hand, thefirst action is not completed within the allotted time, a control systemmay decrease the applied throttle to idle speed.

In other systems, this reduction to idle speed could complete thedisengagement sequence. If the hand throttle was left in a poweringposition, the locomotive could then revert to a manual control mode andrespond to the physical hand throttle position. Accordingly, anundesirable situation could arise where the ADS disengagement sequenceis completed while the operator is either incapacitated or unavailable.

Kernwein (US 2014114507) discloses a “System, Apparatus, and Method forAutomatically controlling a Locomotive.” Kernwein describes a system foreasing the transition between an automatic control mode and a manualmode arising from an inconsistency between the position of a manualcontrol and the setting of the automatic control system. The system may“disengage the automatic control system . . . when the throttle handleor other manual control is placed in a particular position, such as thethen-current setting of the automatic control system.” Kernwein teachesrequiring a manual control to be located in a particular position beforedisengaging an automatic control system, but among other things does notteach requiring an affirmative action from an operator to disengage theautomatic control system.

Accordingly, there is a need for an improved ADS disengagement sequenceto ensure safety, operability and functionality while maintaining manualand ADS control options.

SUMMARY OF THE DISCLOSURE

In one aspect, a control system is disclosed. The control system mayinclude a machine, an engine operatively associated with the machine, anautomatic drive system governing control of the engine and the automaticdrive system may require an affirmative action from an operator todisengage.

In another aspect, a locomotive is disclosed. The locomotive may includean engine, a control system operatively associated with the engine, anautomatic drive system operatively associated with the control systemand the automatic drive system may require an affirmative action from anoperator to disengage.

In another aspect, a method is disclosed for operating a locomotive. Thedisclosed method may include engaging an automatic drive system tocontrol operation of the locomotive and requiring an affirmative actionfrom an operator to disengage the automatic drive system.

These, and other aspects and features of the present disclosure, will bebetter understood upon reading the following detailed description whentaken in conjunction with the accompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a side view of a locomotive constructed in accordance with thepresent disclosure.

FIG. 2 is a schematic side view of a train including a number of carsconstructed in accordance with the present disclosure.

FIG. 3 is a perspective view of a locomotive control interfaceconstructed in accordance with the present disclosure.

FIG. 4 is a schematic map of elements which may be included in anembodiment of the present disclosure.

FIG. 5 is a flowchart depicting a sample sequence of actions which maybe practiced in an embodiment of the present disclosure.

DETAILED DESCRIPTION

Referring now to the drawings, and with specific reference to FIG. 1, alocomotive constructed in accordance with the present disclosure isgenerally referred to by reference numeral 10. The locomotive 10 mayinclude a cab 11, a plurality of wheels 12 and an engine 13. Thelocomotive 10 may pull a train 14 consisting of a variety of cars 15along one or more rails 17, as shown in FIG. 2. The engine 13 mayconsist of one or more reciprocating engines, turbines, electric motorsor electromagnetic systems. A fuel or energy source can be carried onboard the train 14 in the form of fuel or battery power, or can bepositioned along the rails 17.

The locomotive 10, or a powered car 15, may power one or more of thewheels 12 in contact with the one or more rails 17, propelling the train14 along the rail 17. An operator may be located within the cab 11,train 14 or remotely relative to the train 14 in a remote operatorstation. The operator may issue commands to influence the performance ofthe train 14.

The locomotive 10 may include a manual mode of operation. In this mode,the operator may manually command settings which directly affect varioustrain 14 actions and systems. The operator may be positioned near alocomotive control interface 18, as shown in FIG. 3. The locomotivecontrol interface 18 may be located in the cab 11, or in a remotelocation. The locomotive control interface 18 may include a handthrottle 20, a manual control 22 and a display 24. Using the handthrottle 20, manual control 22 and display 24, an operator in the cab 11may manually control the locomotive 10 and the train 14 settings. Forexample, the hand throttle 20 position may determine an applied throttle30 setting.

Rather than operate the train 14 in a manual control mode, an operatormay elect to place the locomotive 10 under the control of an automaticdrive system (ADS) 25. The ADS 25 may control various aspects of thetrain's 14 performance according to pre-determined algorithms. Thesepre-determined algorithms may seek to optimize train 14 speed, range,intra-train forces or fuel efficiency. The pre-determined algorithms mayconsider various factors in their determinations, including rail 17conditions, weather, available train 14 power, train 14 weight, train 14makeup and speed limits. The ADS 25 may be engaged by the operator. Incontrast to a manual mode, the ADS 25 may control locomotive 10 or train14 settings regardless of operator manual control inputs or settings.

Among other systems, the ADS 25 may determine and select an appliedthrottle 30 setting. For example, when the ADS 25 is engaged, anoperator may position the hand throttle 20 at a first setting,indicating an applied throttle 30 setting. However, the ADS 25 mayinstead select a second applied throttle 30 setting. In this case, theapplied throttle 30 setting selected by the ADS 25 would supersede theapplied throttle 30 setting selected by the operator.

When ADS 25 is engaged, the above-mentioned variables and performanceparameters may be considered and optimized. However, several events mayinitiate an ADS 25 disengagement sequence, including manual election bythe operator, a system fault or a loss of communication between theoperator and a remote entity. Once such a disengagement sequence isinitiated, a first action may be required by the operator within a givenperiod of time for the disengagement to be completed. This first actionmay include matching the hand throttle 20 setting to one selected by theADS 25, or any other action. If this first action is completed, the ADS25 disengagement sequence may be completed. If, on the other hand, thefirst action is not completed within the allotted time, the appliedthrottle 30 may be decreased to idle speed.

As the ADS 25 selects train 14 settings independent from those selectedthrough manual controls 22 when the ADS 25 is engaged, the hand throttle20 or other manual control 22 may have been left in a range of positionswhen the ADS 25 disengagement sequence began. Accordingly, if the handthrottle 20 or manual control 22 had been left in a powering position,and the ADS 25 disengagement sequence was completed after the appliedthrottle 30 setting dropped to idle speed, the locomotive 10 couldre-enter a manual mode and respond to the current electronic or physicalsettings of the hand throttle 20 or manual control 22. This could causethe locomotive 10 to undesirably begin operating without the supervisionof an operator.

A schematic map of elements which may be included in an embodiment ofthe present disclosure is shown in FIG. 4. A machine 27 is in electroniccommunication with the ADS 25 and the hand throttle 20, both of whichare in electronic communication with a control system 28. The controlsystem 28 is in electronic communication with, and can influence, theapplied throttle 30. The applied throttle 30 can, in turn, influence thebehavior and performance of the engine 13.

An exemplary automatic drive system disengagement sequence 26 is shownin FIG. 5. The machine 27 is shown incorporating the ADS 25. In a firstblock, the ADS 25 is engaged, as shown in 100. Subsequently, the ADS 25disengagement sequence is initiated, as shown in block 102. If theoperator performs a first action within an allotted time as shown inblock 104, the ADS 25 disengagement will be completed, as shown in block106. If, however, the operator does not perform the first action withinan allotted time as in block 108, a control system 28 will decrease theapplied throttle 30 setting to idle. The control system 28 will maintainan idle applied throttle 30 setting until an affirmative action 32 istaken by the operator as shown in block 110.

If the affirmative action 32 is taken by the operator as shown in block112, the ADS 25 disengagement sequence will be complete as in block 114.If, however, the affirmative action 32 is not taken by the operator asin block 116, the control system 28 will maintain an idle appliedthrottle 30 setting until such action 32 is taken. In the exemplaryautomatic drive system disengagement sequence 26, the ADS 25disengagement is prevented from completing while the operator is eitherincapacitated or unavailable.

While the above exemplary automatic drive system disengagement sequence26 includes a machine 27, it is understood that the machine 27 could bea vehicle or a locomotive 10. Further, the operator cab 13 could beprovided on the machine 27 or at a remote location relative to themachine 27. Additionally, while two possible action periods could bepresented to an operator, only one may be presented.

The affirmative action 32 or first action may encompass a plurality ofdistinct actions or commands. One or all of these actions could berequired before or after the control system 28 drops the appliedthrottle 30 setting to idle, or the control system 28 may not drop theapplied throttle setting 30 to idle. Additionally, the exemplaryautomatic drive system disengagement sequence 26 could be initiated in avariety of ways, as discussed above.

INDUSTRIAL APPLICABILITY

In operation, the present disclosure sets forth an automatic drivingdisengagement system which can find industrial applicability in avariety of settings. For example, the disclosure may be advantageouslyemployed in the automatic control of locomotives. More specifically,when an automatic drive system (ADS) 25 is engaged, the above-mentionedvariables and performance parameters may be considered and optimized.Once an ADS 25 disengagement sequence is initiated, a first action maybe required by the operator within a given period of time for thedisengagement to be completed. If this first action is completed, theADS 25 disengagement sequence may be completed.

On the other hand, if the first action is not completed within theallotted time, the applied throttle 30 may be decreased to idle speed.If the hand throttle 20 or manual control 22 had been left in a poweringposition, and the ADS 25 disengagement sequence was completed after theapplied throttle 30 setting dropped to idle speed, the locomotive 10could re-enter a manual mode and respond to the current electronic orphysical settings of the hand throttle 20 or manual control 22.

Requiring an affirmative action 32 by the operator, as described in thepresent disclosure, ensures a machine's 27 continued and efficientoperation. The present disclosure provides an improved ADS 25disengagement sequence to ensure operability and functionality whilemaintaining both manual and ADS 25 control options.

The disclosed system ADS 25 disengagement sequence may be originalequipment on new machines 27 or locomotives 10, or added as a retrofitto existing machines 27 or locomotives 10.

What is claimed is:
 1. A control system, comprising: a machine; an engine operatively associated with the machine; and an automatic drive system governing control of the engine, the automatic drive system requiring an affirmative action from an operator to disengage.
 2. The system of claim 1, wherein the affirmative action is required after the control system has decremented an applied throttle setting to idle.
 3. The system of claim 1, wherein the affirmative action includes adjusting a hand throttle.
 4. The system of claim 3, wherein the affirmative action includes matching the hand throttle to an applied throttle setting selected by the automatic drive system.
 5. The system of claim 2, wherein the machine is a vehicle.
 6. The system of claim 5, wherein the vehicle is a locomotive.
 7. The system of claim 1, wherein the engine is a diesel-electric drive system.
 8. The system of claim 1, wherein the engine is an electric drive system.
 9. The system of claim 1, wherein an operator cab is provided on the machine and adapted to house the operator.
 10. The system of claim 1, further including a remote operator station provided remotely relative to the machine.
 11. A locomotive, comprising: an engine; a control system operatively associated with the engine; and an automatic drive system operatively associated with the control system, the automatic drive system requiring an affirmative action from an operator to disengage.
 12. The locomotive of claim 11, wherein the affirmative action is required after the control system has decremented an applied throttle setting to idle.
 13. The locomotive of claim 11, wherein the affirmative action includes adjusting a hand throttle.
 14. The locomotive of claim 13, wherein the affirmative action includes matching the hand throttle to an applied throttle setting selected by the automatic drive system.
 15. The locomotive of claim 11, wherein the engine is a diesel-electric drive system.
 16. The locomotive of claim 11, wherein the engine is an electric drive system.
 17. The locomotive of claim 11, wherein an operator cab is provided on the machine and adapted to house the operator.
 18. The locomotive of claim 11, further including a remote operator station provided remotely relative to the machine.
 19. A method of operating a locomotive, comprising, engaging an automatic drive system to control operation of the locomotive; and requiring an affirmative action from an operator to disengage the automatic drive system.
 20. The method of claim 19, wherein the affirmative action is required after a control system has decremented an applied throttle setting to idle. 